STOVL joint strike fighter carrier

ABSTRACT

This is a displacement vessel shown configured for STOVL aircraft operations, providing multiple, into the wind launch positions. Widely separated port and starboard hulls carry transverse decks; this wide separation eliminates heeling and allows the vessel to maneuver without rudders. Pairs of torque tube legs connect the hulls; these round tubes would twist to absorb otherwise destructive stresses produced from grounding of a single hull. Within the hulls are ballast tanks so the vessel can be submerged to a small waterplane, creating a very stable platform; or to a heeled and lowered position to discharge amphibious vehicles. Motor driven propellers provide the propulsion for very high speed, made possible by narrow hulls. Combined with active fins to minimize pitching, this vessel will provide a stable platform in most seaways.

BACKGROUND OF THE INVENTION

[0001] This invention relates to large deck ships, as fast carriers of aircraft, vehicles, containers and passengers, and more particularly, to multi-hulled displacement vessels, with improved stability and maneuverability.

[0002] A number of patents have been granted under classification 114/61.14 for normally submerged hulls with the waterplane in way of the struts, including Je Cho U.S. Pat. No. 5,954,008, for a large deck vessel with multi-legs, wherein payload tonnage must be offset by deballasting the submerged hulls. The present invention uses normally unballasted and surfaced ship hulls, wherein increased payload increases draft; with the option of deliberately increasing draft. Kunitake U.S. Pat. No. 4,345,533, also provides for ballasting to raise the waterline to windows in the struts, “. . . whereby the natural period of the ship is changed” (claim 2), but does not state the beneficial effect, if any.

[0003] Two patents Burkett U.S. Pat. No. 6,095,073, and Liden U.S. Pat. No. 4,436,050, claim the structure connecting pontoon hulls as a third hull available to stay afloat, but neither provides for deliberately lowering the vessel to this third hull nor subsequent re-emergence. Two others; Lang U.S. Pat. No. 4,944,238, calls for “. . . resiliently mounting the cross structure to the upper struts,” and Wilson U.S. Pat. No. 4,716,847, provides coil springs to allow the hulls to heel. This invention uses torque tubes as horizontal shock absorbers, anticipating that only a single hull would be impacted in a mishap.

[0004] This invention would serve as a superb cruise ship, but these are in oversupply. Liner service has disappeared in favor of airliners; but as air travelers' inconvenience increases, sea service in a very fast and stable liner/ferry configuration, may be both personally and economically attractive.

[0005] The huge volume of international trade has acted to slow the transport time of containers, with the large quantity of TEU's carried per ship increasing loading and unloading times. The original promise of fast transit has evolved to one of economy, with transient value or perishable cargoes frequently flown rather than shipped. This invention offers a relatively shallow draft, faster container ship, opening more harbors to service to avoid bottlenecked ports and ground transit. With bridge control of redundant generators and shortened underway times, only captain, cook and bridge watchstanders would be needed. Wave damage to, and even loss of, containers, adds to the cost of service; this ship carries containers high and back from the bows, which would minimize such damage.

[0006] The U.S. Navy's reliance on huge city-size aircraft carriers continues the question of their vulnerability to attack, particularly in an undeclared conflict. Certainly their protection at sea is excellent, but the spread of missile and satellite technology increases the possibility of remotely launched and controlled, near vertical strikes. The U.S. Air Force may have this capability; perhaps its just as well that Billy Mitchell is no longer around. The actual loss of one would effect families in all fifty states and be the equivalent of another Pearl Harbor, virtually requiring an aggressive counterattack. This invention offers a CV that could serve as a forward platform, receiving aircraft from a CVN, or operate independently with the STOVL Joint Strike Fighters.

BRIEF SUMMARY OF THE INVENTION

[0007] This is a displacement vessel shown configured for STOVL aircraft operations, providing multiple, into the wind launch positions. Other naval applications are discussed, and passenger versions would have additional superstructure. In a fast freighter configuration, the upper deck could carry containers, the lower deck used as a car or trailer deck.

[0008] Widely separated port and starboard ship hulls carry a barge hull as the transverse member; this wide separation eliminates heeling, and drag caused by hydrodynamic interactions between the ship hulls. Combined with active fins to minimize pitching, this vessel will provide a stable platform in most seaways.

[0009] Motor driven propellers allow the vessel to maneuver without rudders and provide the propulsion for very high speed, made possible by the narrow ship hulls' high theoretical hull speed limitation. Multiple compartments for generators are large enough to also accommodate Rankine cycle heat recovery equipment when turbines are the prime mover.

[0010] Torque tube legs connect the three hulls instead of rigid connections that would be vulnerable to failure from strains producible by the wide separation. These legs pass through sealed bearings at the main deck of the ship hulls, and at the underside of the transverse beams, to attach to the upper flange, and to the innerbottom tank top. These round tubes would twist to absorb impact stresses and be constructed similar to a submarine's hull. One or more could be used as a combined service air/water tank, with fresh water at the bottom; others as magazines and dedicated fuel tanks; or in other vessel configurations, as weapon barbettes to house drop-in modules. This stable vessel is suitable as a rail gun platform, with the electric propulsion bus available for power.

[0011] The forward upper bulkhead of the transverse hull encloses a bridge deck and is sloped to deflect air. Port and starboard elevators access the hanger deck. Between the torque tube legs on each ship hull are boat decks. Within the ship hulls are ballast/fuel tanks built into the remaining midbody compartments. Air or inert gas pressure would be used to expel ballast to adjust to the desired draft, or when transferring fuel. Ballast need not be carried underway; seawater taken on locally could be completely discharged to avoid exporting marine species.

[0012] The double ended ship hulls can submerge to where the waterplane encompasses only the torque tubes' section, creating an even more stable platform. The vessel can be ballasted to a heeled and lowered position to discharge, or board, amphibious vehicles. The vessel can float on the transverse barge hull to avoid detection and subsequently re-emerge, if the ship hulls are sufficiently intact.

[0013] The vessel has the flexibility to avoid otherwise destructive stress caused by single hull collision, grounding or reversing while at speed. The momentum of the other, unimpacted ship hull would cause both box beams to swing, twisting the torque tube legs and simultaneously starting the entire vessel to swing. Deck sections, designed to have space at both ends, would close against the beams, limiting the swing. Following impact, the torque tubes would return the beams to perpendicular and spacers would reposition the deck sections. If the bows were so damaged as to restrict forward motion, this vessel could be effectively navigated astern from an aft conning position.

[0014] A method of assembly in a Panamax dock positions the two ship hulls to receive the legs and beams. The torque tube legs would be lowered through the decks and set on the innerbottoms, the beams lowered onto the legs, the bearings then pressed in place. Undocked, the hulls are swung apart, cross-braced with lines and the leg ends attached to tanktop and deck underside; then deck sections and elevators installed.

BRIEF DESCRIPTION OF THE DRAWINGS

[0015]FIG. 1 is a plan view of the STOVL carrier.

[0016]FIG. 2 is a starboard elevation of the vessel underway.

[0017]FIG. 3 is a bow elevation consistent with FIGS. 1 and 2.

[0018]FIG. 4 shows the vessel submerged to a small waterplane, riding at anchor.

[0019]FIG. 5 shows the transverse hull lowered to discharge amphibious vehicles.

[0020]FIG. 6 shows the vessel floating on the transverse hull.

[0021]FIG. 7 shows the beams and decks during impact to a bow.

[0022]FIG. 8 is an elevation of a method of assembly in a drydock.

[0023]FIG. 9 is a plan view of assembly in a 110′ wide graving dock.

DETAILED DESCRIPTION OF THE INVENTION

[0024] Referring now to the drawings, FIG. 1 shows the over one acre flight deck (4) of this 450′ vessel, configured for Short Take Off and Vertical Landing aircraft operations. (Throughout this description reference will be made to specific dimensions for explanation of the drawings and to facilitate comparisons to other vessels; both larger and smaller versions are deemed feasible and are not excluded from this application.) The vessel consists of three hulls, a starboard double ended ship (1) port double ended ship (2) shown with only 30′ beams, and transverse barge (3) where the overall waterline beam is about half, or greater than half the length of the ship hulls; that this length is about twice, or less than twice this beam. The starboard elevator (5) is shown deployed, the port elevator (6) stowed.

[0025] Motor driven propellers (7) allow the vessel to maneuver without rudders and provide the propulsion for very high speed, made possible by the narrow ship hulls' high theoretical hull speed limitation; 40′ beams may be more efficient. Intake vents (8) are provided for multiple generators, and space within the compartments should be adequate for Rankine cycle heat recovery equipment, exhausting below the vents. The widely separated ship hulls eliminate heeling and energy absorbing hydrodynamic interactions such as waves and the venturi effect. With active fins (9) to minimize pitching, this vessel will provide a stable platform in most seaways, although even the mighty Wisconsin was seen rolling from long swells abeam.

[0026] The absence of rudders eliminates a hydrodynamic drag and a recurrent source of failure. The two ship hulls (1 & 2) are shown spaced on 240′ centerlines, which is more than adequate to generate a turning force by “steering with engines”, or with motors in this case. From a standstill, the vessel should be able to turn in its own length; while underway, turns would be limited by the centrifugal force's effect on men and equipment.

[0027] The bow propellers provide needed redundancy without the use of struts and long shafting. A former executive officer of the USCGC Mackinaw related to this former operations officer that he routinely moved the Mackinaw sideways, away from a wharf, by backing its bow propeller to balance a stern propeller going ahead. Likewise, this vessel should be able to move laterally from a wharf, using the paddle wheel effect of opposed propellers, and not require thrusters or tug assists.

[0028] In a fast freighter configuration, the upper deck (4) could carry containers by loading the center first, followed by the inboard and then, if the crane's reach was inadequate, turning the vessel to reach the other side. The upper deck shown is 125 feet back from the bows, and 85 feet over the waterline, above any waves. The vessel's ballast system would be used to maintain trim while loading, but the deadweight of ballast, required by all conventional container ships, would not be carried underway, thus decreasing draft and making more harbors available.

[0029]FIG. 2 shows the starboard torque tube legs (10) that connect the three hulls. These legs pass through sealed bearings at the main deck of the double ended ship hull (1) and at the underside of the transverse beams (11) to attach to the innerbottom tank top and to the underside of the flight deck. Shown as 24′ round×114′ high, these tubes would twist to absorb impact stresses as depicted in FIG. 7, and be constructed similar to a submarine's hull, with ring frames to maintain circularity under stress. One or more could be used as a combined service air/water tank, with fresh water at the bottom; others as magazines for air ordinance or as dedicated fuel tanks.

[0030] The forward upper bulkhead (12) of the transverse hull is sloped to create an updraft at launch speed to provide an air ramp for departing aircraft. The starboard elevator (5) is shown lowered to the 120′×270′ hanger deck (13). Between the torque tube legs on each ship hull are 120′×30′ boat decks (14). Also indicated within the ship hull are domed top 24′ round×45′ high ballast/fuel tanks (15) built into the remaining midbody compartments. This dual use would require a fuel system similar to that used on destroyers. Air pressure would be used to expel ballast to adjust to the desired draft, or inert gas when transferring fuel. Draft shown is 35 feet.

[0031] In a fast freighter configuration, the lower deck (13) would be used as a car or trailer deck, with pivoting ramps installed in lieu of the elevators. The vessel could be lowered by a ballasting system to load level with a wharf or lighter. Ballast seawater taken on locally would be completely discharged when loaded and thus not export undesired species.

[0032]FIG. 3 shows the forward torque tube legs (10) that connect the three hulls and shield the boat decks. The starboard elevator (5) is shown lowered to the hanger deck, the port elevator (6) stowed. The forward upper bulkhead (12) encloses a bridge deck across the transverse barge hull. The forward propellers (7) and fins (9) show through the water. The bows are shown as symmetrical, they may have to be asymmetrical to avoid vibration.

[0033]FIG. 4 shows the double ended ship hulls (1 & 2) submerged to where the waterplane encompasses only the torque tubes' section, creating an even more stable platform. Any embarked boats would be afloat. The starboard elevator (5) is shown raised to the flight deck, the port (6) at the hanger deck. The vessel rides on a single anchor cable (16) from a vertical hawsepipe and horizontal windlass within a forward beam compartment.

[0034]FIG. 5 shows the vessel ballasted to a heeled position and the starboard elevator (5) lowered to discharge, or board, amphibious vehicles.

[0035]FIG. 6 shows the vessel floating on the transverse hull (3) to avoid detection or because of loss of buoyancy in one or both double ended ship hulls. Vessel speed would be reduced to about eight knots and longitudinal trim would be very sensitive to power changes. Seals at hanger deck connections to beams and stowed elevators would have to be operative and the anchor shanks could incorporate a plug to seal the hausepipes. The vessel could subsequently re-emerge by deballasting, if the hulls are sufficiently intact.

[0036]FIG. 7 shows the vessel during a starboard hull (1) bow impact and the flexibility of the vessel to avoid otherwise destructive stress. The momentum of the port hull (2) causes both box beams (11) to swing clockwise, twisting the torque tube legs (10) and simultaneously starting the entire vessel to swing clockwise. Five degrees of twist are shown, distributed through the height of the torque tubes. Deck sections (17) between the beams that initially had space at both ends, are shown with their corners hard against the beams, preventing further swing without crushing these, and the hanger deck sections below. Any seal system would already be crushed, and if the vessel was floating on the transverse hull when such impact occurred, rapid flooding into the hanger deck would occur. Following impact, the torque tubes would spring back perpendicular to the ship hulls and spacers would reposition the deck sections on their supports.

[0037]FIGS. 8 & 9 show a method of assembly in a 110′ wide drydock (18) referred to as a Panamax dock. The two ship hulls (1 & 2) with ballast in their normally void innerbottoms are floated into position to receive the legs and beams, then landed on the dock's blocks. The torque tube legs (10) then lowered through the deck and set on the innerbottom, positioned by chocks, the beams (11) similarly placed on the legs. If positioned accurately, the bearings (19) are pressed in place, if not, the vessel is refloated to complete the bearing installation. Undocked, the ship hulls are swung apart, cross-braced with lines and the leg ends attached to tanktop and deck underside.

[0038] Hanger deck sections and seals are then installed, the elevators attached and flight deck sections placed. If generators and other machinery were not installed previously because of weight or other considerations, they would be shipped through accesses in the hanger deck side of the beams (20).

[0039] Subsequent ship hull repairs could be by either ballasting to surface a pair of propellers, or by lifing one hull at a time in a floating drydock. 

What is claimed is:
 1. In existing twin hulled vessels for ocean service, beam has been restricted by conventional naval architectural considerations, where the improvement herein consists of a vessel with wide separation of the hulls to eliminate heeling and allow rudderless maneuvering.
 2. The vessel of claim 1 where the wide separation is described by proportional means including that the overall waterline beam is about half, or greater than half the length of the hulls; that this length is about twice, or less than twice this beam.
 3. The vessel of claim 1 where the structure connecting the widely separated hulls is protected from an otherwise destructive impact to a single hull's bow by flexible means including attaching the transverse beams to the hulls with torque tube legs, to initially absorb the momentum of the other, unimpacted hull.
 4. The vessel of claim 1 where high speed may be attained by hydrodynamic means including narrow ship hulls with a high theoretical hull speed; and eliminating drag caused by rudders and hydrodynamic interactions between the hulls.
 5. The vessel of claim 1 where cargo can be carried high above the waves without transporting the deadweight of ballast carried in conventional container ships, by stability means including the widely separated ship hulls and the midship location of the deck.
 6. The vessel of claim 1 where a semi-submerged state may be attained by ballast means including submerging the normally surfaced double ended ship hulls, creating an even more stable platform.
 7. The vessel of claim 1 where a third transverse hull is attained by sealant means including beams, hanger deck and elevator components carried above the ship hulls, so that the vessel may float on this barge hull to avoid detection, and subsequently re-emerge, if the ship hulls are sufficiently intact.
 8. The vessel of claim 1 where assembly within readily available drydocks is achieved by positioning means including offsetting the ship hulls during assembly, then using the torque tube legs as pivot points to allow post docking expansion to the full separation. 